Dump-car.



PATENTED JUNE 27, 1905.

4 sums-45mm 1.

DUMP GAR.

S. OTIS & G. B. MALTBY.

APPLICATION FILED was. 1904.

liven Z0701 03 67206?" 052.9, 34;; @ZZZ Q 3 W .QQZZZ HH No.793,150. PATENTED JUNE 27, 1905. s. 0TIS&G. B. MALTBY.

DUMP OAR.

APPLIOATION FILED AUG. 8, 1904.

4 SHEETS-SHEET 2.

.6? .5 QWZ r 5 e a PATENTED JUNE 27, 1905. S. OTIS & G. B. MALTBY.

DUMP OAR.

APPLICATION FILED AUG.B.1904.

4 SHEETSSHEET 3.

Q JK w No. 793,150. PATENTED JUNE 27, 1905. S. OTIS & G. B. MALTBY.

DUMP GAR.

APPLIUATION TILED AUG- 8. 1904 4 SHEETS-SHEET 4.

Patented June 27, 1905.

UNITED STATES PATENT FFICE.

SIIGYUICR OTIS, OF CHICAGO, ILLINOIS, ANI) GEORGE B. MALTBY, OF CLIIVICIUXNI), OHIO, ASSIGUORS TO NAIIONAL COAL DUMP CAR OMIANY, OF RAIII) ITY. SOUTH SOUTH DAKO'IA.

DAKOTA, A OIiPORATION ()F DUMP-CAR.

SPECIFICATION forming part of Letters Patent No. 793,150, dated June 27, 1905.

Application file/I August 8,1904. Serial No, 219,935.

To 111/ I17]! 0111/ it 'IIHIYZ/ con/c111 Be it known that we, SPENCER O'rrs, residing at Chicago, in the count v of Cook and State of Illinois, and GEoueE l5. .uxrnv, residing at Cleveland, in the count of Cuvahoga and State of Ohio, citizens of the United States, have invented certain new and useful Improvements in Dump-Cars, of which the followingis a specification This invention relates to improvements in dump-cars, and particularly to the construction and arrangement of the parts that go to form the body-bolster.

It relates, further, to other constructions and arrangements, which will be more fully hereinafter set forth. It will be understood,

' however, that while we have embodied our invention, as shown in the drawings, in the form of a bottom-dumping car such inventions are capable of use in connection with other types of freightcars--such, for instance, as flat-bottom, gondola, and box cars -the parts illustrated and described herein,such as the bottom-dumping sections, being merely illustrative as types of cars to which these inventions are particularly applicable.

The principal object of this invention is to provide a railway-car with a body-bolster constructed and arranged on the cantaliv'er principle, as will more fully hereinafter appear.

Further objects of the invention will appear from an examination of the drawings and from the following description and claims.

The invention consists principally in a car of this kind, in which there are combined a supporting-frame portion provided with center sills, a body-bolster for each end of the car arranged underneath the center sills and extending transversely of the same, discontinuous snbbolsters arranged between the bodv-bolster and the lloor-level of the car and extending out from each side of the center sills, and truss-rods extending from end to end of the car and passed over the inner ends of the subbmlv-l olster, substantially as hercinafter set forth.

The invention consists, further, in the features, combinations, and details of construction hereinafter described and claimed.

In the awompanying drawings, Figure 1 is a vertical sectional elevation taken longitu dinall v of the aron line 1 of Fig. 2 and showing one end looking in the direction of the arrow; Fig. 2, a cross-sectional elevation of a portion of the car, taken on the irregular line 2 of Fig. I looking in the direction of the arrow: Fig. 2' an'enlarged cross-sectional detail taken on line I; of Fig. 1 looking in the direction of the arrow; Fig. t, an enlarged sectional longitudinal elevation taken on line 4, of Fig. 2 looking in the direction of the arrow. Fig. 5, an enlarged detail of a portion of the mechanism: Fig. (5, a sectional detail taken on line (3 of Fig. 5: Fig. 7, a plan view of one end of the car looking at it from above and showing the foldable end doors in their closed position, and Fig. 8 a similar view showing the l'oldable end boards in their open position.

In illustrating and describing these im provements we have only illustrated and described that which we consider to be new, taken in connection with so much that is old as will properlv disclose the invention to others and enable those skilled in the art to practice the same, leaving out of consideration other and well-known mechanisms, which if shown and described herein would only tend to confusion, prolixitv, and ambiguity.

In the art to which this invention relates it is well known that cars of this type have to be capable of withstanding the shocks incident to ordinal use and of distrilmting the strains and stress developed during such use to each and every partof the car,so that they may be absorbed and the danger from such strains thus minimized. The principal object of this invention, therefore, is to provide a freight-car having the above-named advantages, all of which will more fully herein after app air.

In constructing a car in accordance with bearmgs y.

these improvements a frame portion is provided having three center sills a, b, and c, longitudinally disposed of the car from end to end thereof, or, in other words, from one end sill d at one end of the car to a similar end sill at the other end. In this kind of a car all of the usual intermediate and side sills are thus dispensed with, as will more fully hereinafter a pear.

In or er to dispense with the usual intermediate and side sills, we provide a bodybolster made in two sections-a continuous main body section and discontinuous subsectionarranged one at each end of the car and transversely disposed. These body-bolsters are built and so connected each with the other and with the other mechanisms which go to form the car that they operate -on the cantaliver principle, balancing the load upon the center bearings of the car. To construct such bolster mechanism, a main body-bolster is provided, arranged below the longitudinal center sills, attached to and transversely of the same, as shown particularly in Figs. 1 and 2, and formed of two substantial channel-sections c andf, (see Fig. 4,) composed of plates longitudinally disposed and upper and lower angle members tied together at their upper parts or portions by means of a plate 9 and at their lower portions by means of a plate h, which is provided with the usual center bearing i. This main bodybolster extends outwardly from the center of the car and slightly beyond the ordinary side As above suggested, this main body-bolster is arranged below the longitudinal center sills and securely bolted thereto by means of the bolts 76, which are passed down through the center sills and the tie-plate g, as shown particularly in Fig. 1. To complete the supporting of the structure upon the main body-bolster, a discontinuous sub body-bolster is provided, arranged above the main body-bolster in line therewith and secured to its upper portion by any desired means, preferab y by means of rivets and straps Z at or near each end and between the same and the ordinary floorlevel of the car, as shown particularly in Fig. 1. This sub-bolster, as above suggested,is made discontinuous-that is, in two parts extending out radially from each side of the center sillsand is formed of two metal channel members m, riveted, as shown in Fig. 4, to the upper angleirons of the main body-bolster, and fills the space or spaces between the main body-bolster and the ordinary floor-level of the car. The superstructure or body portion of the car is supported upon these body-bolsters, and ordinarily when the car is provided with a load the tendency would be to depress the outer ends of the subbody-bolsters and disisms be provided. In order to overcome such objectionable feature, we provide a pair of truss-rods n, which extend from end to end of the car, as shown particularly in Fig. 4 and also in Fig. 1that is, through each end sill, to which they are bolted outside the dead block 0 and then passed inwardly and over the grooved blocks 1), arranged on the inner upper edges of the sub body-bolster, then downwardly and underneath the car-frame, as is usual. These truss-rods, as is well known, will assist in holding up a certain proportion of the load, so that when the car is loaded the proper proportion of the load will be placed on the inner ends of these subbolsters as well as on the outer ends, thus tending to preserve rather than destroy the connection between the different parts of the bolster. To further effect the cantaliver feature of this bolster mechanism, a second pair of truss-rods q is provided, arranged longitudinally of the car, exactly as shown in Fig. 1, and passed inwardly and through the dead block and end sills up and over the central portion of the main body-bolster in the spaces between the three center sills, then downward and underneath the car, as is usual where longitudinal trussrods are employed. A pair of trussrod saddles 1' is used, resting upon the main body-bolster at or near its central portion, upon which this second set of longitudinal truss-rods is supported, so that the part of the load which these truss-rods carries will also be placed upon this main body-bolster, thus dispensing with the usual side and intermediate sills.

To provide for economical and efficient draft-timbers, a pair of discontinuous drafttimbers, formed in two sections 15 and t, is provided and extend from a point at or near each end of the car backwardly to the main body-bolster, which interrupts the same, and thence from the inner side of the main body-bolster to a point slightly in the rear thereof. These draft-timbers are secured to the undersills by means of a plurality of bolts u and to each other and the main bodybolster by a pair of U-shaped straps 1). (Shown particularly in Figs. 1 and 2.) These U-shaped straps not only act to secure the different pairs of discontinuous draft-timbers to each other and to the main body-bolster by means of the bolts to, but also serve to distribute the shocks and strains incident to the pulling and bufiing of the car to and through the main body-bolster to the different elements or members of the car. To prevent any shearing action on the bolts on account of any movement between the drafttimbers and longitudinal sills, keyandgroove mechanism a: is provided and interposed between such draft-timbers and the lower portions of the longitudinal sills, as shown particularly in Fig. 1.

In order to complete a car of this class and provide [or the arrying of the desired treights th reia, the longitudinal center portions above the center sills is provided with a continuous Ashaped cap portion 10, extending substantially from end to end of the car that is, substantially from one end board to the other and in substantially the same continuous angles or planes. This A- shaped cap portion is formed ot a plurality of longitudinally-disposed boards or members as distinguished from the usual con struction, which is formed of a plurality of radially or transversely arranged members, and is spaced the correct distance above the center sills and held in position by means of a plurality of A-shaped nailing-strips 11, which not only act as nailing-strips to hold the longitudinal members of the A-shaped cap in position, but also as sti'lleners and spacing-pieces tor the longitudinal center sills, as shown particularly in Fig. 3.

A. dumping-lmttom portion is formed ot a plurality ol swinging doors 12, arranged at each side of the longitudinal centersills and pivoted thereto in any desired manner with their tree ends extending out to a point at or near the outer sides of the car, so that they may drop downwardly and inwardly from the same to an angle substantially coincident with the angle ol the A-shaped cap, thereby dumping material which may be in the car to either or both sides of the railway-track. Rock-shaft and chain mechanism 13 and H, respectively, are used and connected with the dumping-doors, as shown particularly in Fig. 2, for the purpose of closing and opening the same, as is usual in this type of 'ars.

In order to provide for a gondola car for the carrying ot coal or similar height or a car having side boards and open ends tor the carrying ol long timberssucltas telegraphpoles, railway-rails, and the like q'ertical side boards 15 are provided and secured to the supporting framework of the car by means ot the posts to, which are arranged on the inner side thereot and held in position by means ol the straps 17, which are provided at one of their tree inner ends with tiebolts 18, as shown particularly in Fig. 2. These straps are passed upwardly and over the side post's, thence down on the outside of the side boards, where they are divided, the discontinuous section It) being passed down and secured to the end of the bo 'lybolster, as shown. The adjacent ends of the discontinuous sections of the strap are llanged, as shown at 20 in Fig. 2, and tied together by means ot short tie-bolts 21. It will theretore be seen that these straps can. be tightened whenever necessary or desirable to still'en the side posts and boards.

To provide tor the carrying ol long articles, such as telegraph-poles and the like, the dumping-doors are swung upwardly to their 7 closed )osition as shown in Fi s. 2 and 7 so as to l'orm a llat bottom gondola car, and l'oldable end-boards made in two swinging sections 22 and 23 are provided, whichswinging sections are hinged to the side posts arranged at or near each end of the car, so that they maybe tolded inwardlyagainst the sides ot the ear to provide for an open-ended car or l'olded outwardly to engage with each other and l'orni a gondola car. To provide stop mechanism for these l'oldablc end-boards and prevent their being opened outwardly, as well as to ass st in carrying any load therein, we make a Z-shaped bar 24 and arrange it transverselyol the ear, iust inside the end sill, where it tollows the contour of such end sill and A-shaped section, which. is also the contour ot the lower portion ol" the door. ()ne flange of this metal Z-bar extends downwardly and inside ol the end sill and downwardly and inside ol the end piece 25, arranged to close the endsol the A-shaped caps. The web portion ol such bar Z is laid on the upper surl'ace ol' such end sills and parts 25, while the upwardly-extending llange is in position to be contacted by the lower edges ot the l'oldable end-boards, which are provided with an angle-bar 26, arranged to contact the same, thereby providing an ellectual stop, as well as a seal. The vertical meeting edges of the l'oldable boards are also provided with angle-bars prel'erably made Z-shaped in cross .section, as shown particularly in Figs. 7 and S. ()no ot the t'oldable boards, particularly 23, has its uppt 'and lower portions provided with sections of this Z-shaped bar 26, while the other board is simply providedwith wearplates 27, adapted to contact the same. It will theretore be seen that the end-board 23 must be lirst closed bel'ore the door 22 can be closed. In order to hold and lock such doors in their closed position, they are provided with a plurality ol straps 28, in which a sliding bar 29 is movably mounted, which may be passed through both ol them, as in the lig ures mentioned, and thereby lock and hold the doors in posit ion tocarry the desired load.

\Ve elaim 1. In a an ol the class described, the combination ol a suppiu'ting-l'rame portion provided with center sills, a body-bolster tor each end of the car arranged underneath the center sills and extending transversely ol the same, discontinuous subbolsters arranged between the body-bolster and the lloor-level ot the car and extending out from each side of the center sills, and truss-rods extending trom end to end ol the ear and passed over the inner ends of the sub body-bolsters, substantially as described.

2. In a car 01'' the class described, the combination ot a supporting-trame provided with a plurality ol center sills extending longitudinally ol' the car, a body-bolstm' tor each end ol" the ear arranged belowsuch center sills and &

extending transversely of the same, sub bodybolsters arranged between the body-bolster and the floor-level of the car and extending outwardly from each side of the center sills, a pair of truss-rods extending from end to end of the car and passed over the inner ends of the sub body-bolsters, second truss mechanism extending from end to end of the car and over the central portion of the main bodybolster, and truss-rod saddle or strut mechanism interposed between the secondary trussrod mechanism and the body-bolster, substantially as described.

3. In a car of the class described, the combination of a supporting-framework having a plurality of longitudinal sills arranged only at or near the longitudinal center of the car, a main body-bolster arranged beneath the car secured thereto and transversely of the same and slightly beyond the usual side bearings, sub body-bolsters secured to and above the main body-bolster and between it and the.

ordinary floor-level and extending outwardly from each side of the longitudinal center sills to a point or points at or near the outer sides of the car, and truss-rod mechanism extend ing from end to end of the car over and on such bolster mechanism, substantially as described.

4. In a car of the class described, the combination of a supporting-framework having a plurality of longitudinally-arranged center sills extending substantially from end to end.

of the car, a main body-bolster arranged underneath secured to and transversely of the center sills, sub body-bolsters arranged above and secured to the main body-bolster filling the space between the same and the ordinary floor-level of the car and extending outwardly from each side of the center sills, truss-rod mechanism extending from end to end of the car and passing over the inner ends of the sub bodybolsters, discontinuous draft members extending from each end of the car to a point or points inside of the main body-bolster and secured to the lower sides of the center sills, bolt mechanism for securing such draft sills or timbers to the center sills, and U-shaped metal straps securing the different sections of the discontinuous draft members to each other and to the main body-bolster, substantially as described.

5. In a car of the class described, the combination of a supporting-frame having a plurality of longitudinally-arranged center sills extending substantially from end to end of the car, a body-bolster arranged at or near each end of the car underneath attached to and transversely of the center sills and ex truss-rod mechanism extending from end to end of the car over and supported on the inner ends of the sub body-bolsters, secondary truss-rod mechanism extending from end to end of the car between the center sills over and supported on the main body-bolster, a pair of discontinuous draft members secured to the center sills extending from each end of the car inwardly to a point inside the main bodybolster, bolt mechanism for securing the draft members to the center sills, a pair of U-shaped straps for securing each pair of the discontinuous draft-timbers to each other and to the main body bolsters, and key and groove mechanism interposed between the draft-timbers and the center sills to prevent shearing action on the securing-bolt mechanism, substantially as described.

6. In a car of the class described, the com- I bination of a supporting framework pro vided with end sills, a pair of side-boards extending upwardly and vertically therefrom, a continuous A-shaped central cap portion extending longitudinally of the car from the end sill at one end of the car to the end sill at the other end of the car and at the longitudinal center thereof, 'a drop-bottom dumping portion formed of a plurality of dumpingdoor sections arranged in a flat plane pivoted at their inner ends with their free edges at or near the outer side of the car and adapted to drop downwardly and inwardly, end-boards formed of a pair of swinging sections pivot ally secured to the side-boards at each end of the car and adapted to fold inwardly against the side-boards of the car, and means for locking such swinging end-boards in position, substantially as described.

7. In a car of the class described, the combination of a supporting-frame portion provided with vertical side-boards, a plurality of side posts arranged inside of the vertical sideboards secured thereto and to the supporting-framework, a continuous A-shaped central cap portion extending longitudinally of the car from end to end and at or near the longitudinal center thereof, a stop for the end-boards formed of a Z-shaped metal bar arranged at or near the floor-level at each end of the car transversely of the same with one flange extending downwardly below such floor-level and the outer flange extending upwardly above the same, end-boards made in foldable sections pivotally secured to the end posts of the car and arranged when in their closed position to abut against the upwardlyextendlng flange of the Z-bar and adapted to be folded backwardly against the side posts of the car, and means for locking the foldable end-boards in closed position, substantially as described. I

8. In a car of the class described, the combination of a supporting framework provided with a plurality of center sills extending substantially from end to end of the car,

a main body-bolster arranged below attached to and transversely of the center sills and extending to points slightly beyond the usual side bearings, discontinuous sub body-bolsters secured to and filling the space above the main body-bolster and the ordinary [1001'- level and extending outwardly from each side ot the center sills, truss-rod mechanism extending from end to end of the car passed above and supported on the inner ends of the sub body-bolsters and the central portion of the main body-bolsters to assist such parts in their operations, a central A-shaped cap portion arranged over the center sills and l'ormed of a plurality of members longitudinally disposed, a plurality of interposed A- shaped spacing and sti'tlening pieces arranged between the longitudinally disposed A- shaped portion and the center sills to which they are attached, vertical sideboards attached to the framework ol" the car and extending upwardly there'lrom, side posts arranged inside the side-boards attached thereto and to the supporting-lrameworli, foldable end-boards attached to the side posts at or near each end of the car and adapted to be folded backwardly and outwardly against the side posts, and means for locking and holding such toldable end-boards together in their closed position, substantially as described.

t). In a ear of the class described, the combination of a supporting-l'rame portion provided with center sills, a body-bolster for each end ot the car arranged underneath the center sills and extending transversely of the same, and subbolsters arranged between the bmly-bolster and the lloor-level o'l' the car and extending out from each side ot the center sills.

10. In a car of the class described, the com bination ot a supporting-hame portion provided with center sills, a body-bolster for each end. of the car having a lower main bolst-er member extending underneath the center sills and upper subbolster members secured to such lower main bolster member and extending transversely of the car, side l'rames mounted upon the outer end portions of such subbolster members of the bodybclster, and end lrames extending from side frame to side frame.

1 I. In a car of the class described, the combination of a supporting-lrame portion pro vided with center sills, a b0dy-bolster for each end of the car having a lower main bolster member extending underneath the center sills and upper bolster members secured to such lower main bolster member and extending upward to the tloor and transversely ol" the car, and side frames provided with side sills mounted upon and entirely above the upper bolster members of such bodybolsters.

12. In a ear of the class described, the combination of a supporting-frame portion provided with center sills, a body-bolster for each end of the car having a lower main bolster member extending underneath the cen ter sills and upper bolster members secured to such lower main bolster member and extending upward to the lloor and transversely ol the car, side l'rames mounted upon such upper bolster members, end frames extending l'rom side frame to side frame, a cap extending longitudinally ol the car trom end to end'thereot having inclined side portions, and dumping-doors extending transversely ol" the car from the inclined side portions of such cap.

SPENCER OTIS. GEORGE B. MAI'ZFBY. itnesses as to the signature ol' Spencer Otis:

llxnav IRWIN CROMER, ANNA L. Savorsv W'itnesses as to the signature of George B. i\ laltby:

J. A. Cos'rnLLo, F. (J. TEGTMEIER. 

